To increase the amount of downforce on the rear axle, Caterham introduced at Spain a redesigned rear mini plane (also called monkey seat) with slopping downwards extremities.
Caterham modified since Melbourne the way rear wing is supported on the car. The new structure involves a single pillar, which splits into two separated elements around the terminal exhaust pipe before both meets the rear crash structure. The old design had instead two thinner pillars starting parallel below the main plane but inclined inwards when dropping down, meeting also the rear crash structure . As a side effect the mini plane above the exhaust terminal pipe had to be redesigned and remounted, adopting now a Williams alike support.
The transition to the single pillar concept may offer not necessary an aerodynamic advantage over the older design, but another more practical one. The wider single pillar provides a larger internal volume and thus being able to house the connections of DRS to the main car body, thus offering a more direct and shorter route, making it more reliable and compact.
Kobayashi adopted since Melbourne a modified front wing, differing on cascade elements.from the previous spec. On the contrary Ericsson retained the old version for all four non European races . However in Spain, Kobayashi paradoxically reversed to the old spec while Ericsson to the new.
Different front wing set ups for a certain track, is quite common between drivers within the same team, caused mainly by how driving style suits to the car’s characteristic or when racing in mixed (dry/rainy) conditions . Cars with low front grip forces a driver, who likes understeer, to adopt a front wing that generates extra amounts of downforce and vice versa.
Caterham tested a rear wing lacking the DRS external activator but in Bahrain a fully operational DRS rear wing was put under test. Another notice is that the flaps had a reversed color theme from Jerez spec, flaps now in white with black colored logo. Endplates were also colored from black to green .
Various detachable fairings reveal the position of internal mechanical and electronic components . Those fairings may disturb in some extend the smooth flow over the car body but allow mechanics to access mechanical parts without removing the entire sidepod covering .
Caterham adopted a very thin and low nose tip extension to comply with new technical regulations aiming to drive air under the chassis from nose tip sides rather through the zone between the nose pillars . Only time will reveal whether that nose aero strategy approach is validated optimum or not . Front wing’s structural philosophy seems to undergone a shift from Red Bull school to Mercedes . Caterham CT05 front wing, now reduced in overall length, is loaded compared to last season, with aero tweaks in an attempt to maintain similar amounts of downforce . Some interesting spots on the wing are the vertical vanes (No 3 ), the multi-elemental endplate (No 5 ) and double sectioned cascades (No 4) . Under the nose cone a horizontal vane (No 2) replaces the old channel forming vanes seen on CT03. Its function is analogous in concept to Williams and Mc Laren snow plough design raced few years ago .